Alternatives to proposed Logan Canyon construction

I
i
Logan Canyon HighwJy
For the second time in nine years, the Utah Department of Transportation
(UnOT) is proposing an expansion and reduction of curves to the 6.7-mile
stretch of U.S. Highway 89 from Right Hand Fork to Ricks Spring in Logan Canyon.
Environmental groups and concerned citizens, including the Sierra Club, the
Bridgerland Audubon Society , Citizens for the Protection of Logan Canyon and
others, view this expansion as highly unfavorable and as a threat to the
beauty and quality of the Logan Canyon Recreation Area.
General Summary
* Major impact 011 both environmental '\lnd visual quality of canyon. * Project cont radicts national energy ,concern.
* 80-90 percent of the project requi r ~ s cutting into e~isting banks and
vegetated areas. !
* "Waste poses a major engineering pr~ blem." (Quote from project engineer)
Traffic Growth Factors
* UDOT uses an unrealistic expontential model.
* A linear growth model better fits daily traffic data. * Traffic data used by UnOT are limited to one busy section of the highway,
yet are used to describe the whole road.
* Need for highway re-alignment not documented by current data.
Safety Factors
* Suggested danger of Logan Canyon "Section III" is not supported by current
data.
* A major discrepancy exists between accident rate data and traffic volume.
* 1977 accident rate figured by the Utah Highway Patrol does not agree with
unOT report.
* Statistical significance of accident data used is suspect.
Environmental Factors
* Numerous spills would encroach into Logan River from planned fills. * Silt deposits in the river would 4estroy trout habitat and breeding cycle.
* Loss of riverside vegetation needed by trout for 100/ light intensity. * Creation of any culverts would impair spa't<.>ning success of trout.
* Loss of vegetative barriers lessens the quality of fishing experience.
* Major visual impacts \"ould result from the cuts planned, especially the
two major cuts at the Temple Fork area, which lI.T()uld be, according to the
engineer's r eport, 75 feet deep and as much as 150 feet across.
II IT'LL NEVER BE WORTH AS MUCH AS WE'VE PUT INTO IT (the project) ALREADY."
--Gary Lindley, project engineer.
SR-89, Logan Canyon
~9.~_IJ.£1_.~J:te r..n.~.:t:..t.~.~.
January 20, 1989
Meetings, discussions and field trips between representatives of the Forest
Service, Federal Highway Administration and UDOT have led to an agency
alternative proposal. Impact upon aquatic, riparian and visual resources were
considered as well as highway needs concerning safety, capacity, passing
opportunities, structure conditions and roadllJay alignment.
The following elements of the agency alternative proposal were selected, based
upon needs. Impacts were held essentially to visual resources except for the
Beaver Canyon area of Section 2. Visual, riparian and aquatic resources are
of great value. Visual resources are considered to be more readily mitigated
with proven techniques, to the extent that restoration can be achieved . The
effect and success of visual resource mitigation is relatively simple to
demonstrate, as compared to the mitigation of aquatic or riparian areas . The
erosive capability of water at high-flow volumes can quickly damage the best
of mitigative techniques in the aquatic or riparian environment . The Forest
Service anticipates that some elements of the agency alternative will alt~r
resources to the extent of non- compliance with the Wasatch- Cache Forest Plan
and will require that the plan be amended.
Elements of the agency alternative were selected from among the various
alternatives, as prepared by UDOT's consultant and suggestions recommended by
UDOT, FHWA and USFS. Each element is intended to stand on its own merits with
regard to capacity, safety, nationally recognized standards, principals of
good engineering practice, impact upon the environment, highway maintenance,
and user's of canyon resources. Use of the map supplement, alter'native "0" as
prepared by UDOT's consultant will be useful in locating the various elements
of the agency alternative in relation to canyon topography, Each element is
identified by milepost, generally to the nearest one- tenth mile. This
location identification is only intended to be a general locator and may not
specifically identify the location of any selected improvement,
Various curves throughout the project corridor are selected for flattening
(longer radius). This flattening is expressed in degree of curve according to
standard engineering practice. The degree of curvature stated for each
affected curve is only approximate, and may change slightly during the
detailed design process because of local topographic or geologic constraints,
related alignments, or other factors.
Visual, riparian and acquatics were considered to be the areas of most
significant impact in the canyon environment; and the elements of the agency
alternative were selected in an effort to minimize the impact upon these
resources. Impacts upon wetlands are created by some elements of the agency
alternative. Wetland impacts are considered to be mitigatable accor'ding to
the following schedule, if the wetland area cannot be completely avoided:
(1) Adjust highway alignment or location,
(2) Consider retaining walls in terms of economics and affects, and
(3) Consume wetland in element construction and replace in accordance
with Army Corps of Engineers' requirements.
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The following elements of the agency alternative are recommended by the
three-~ember committee to the lead and cooperative agencies:
A clear zone requirement is associated with the improvement alternatives
listed below, according to the schedule: 35 mph - 18 feet; 40 mph - 18 feet;
50 mph - 22 feet. This dimension is measured from the
tr'affic lane/shoulder line to a hazard (rock, tree, slope, etc.). Any hazard
lying within this distance should either be removed or protected by barrier
(guardrail). Although many items (trees, rocks, etc.) are located near enough
to the roadway to warrant protection, only the most severe and extreme hazar'ds
will be protected. Severe hazards are defined where a serious accident could
occur if a vehicle left the roadway, i.e., the Dugway area. The clear zone
dimension also affects guardrail length and flare rate in connection with
protecting bridge parapet walls. Guardrail will be the preferred barrier type
for this project. Other acceptable barrier types may be considered if their
impact is more favorable than conventional guardrail. Guardrail placement
will be carefully evaluated in respect to hazard type, canyon environment,
design speed and other site conditions. If a specific hazard warrants
protection, roadway embankments may require extension to provide adequate
space for guardrai I plac~~ment .
Various parcels of right--of-way are required to construct the below listed
widenings, curve flattenings, realignments, intersection improvements or other
features. On National Forest lands the UDOT will obtain a Department of
Transportation easement to all parcels required to contain the roadway and cut
and fill slopes according to provisions of the Highway Act of 1958. Title to
private properties will be requested through regular right-of-way
proceedings. Parcels no longer required for right-of.!-way will not be retained
by the UDOT.
Vertical alignment throughout the project corridor is generally adequate for
the intended design speeds. All roadway sections throughout the project
corridor are intended to be reconstructed to meet the strength requirements of
a twenty-year design period. This pavement reconstruction is intended to
apply to all areas even if no widening, realignment, or curve flattening is
intended. The pavement reconstruction oper'ation is to provide adequate
strength while leaving essentially unaffected present pavement elevation.
Techniques, such as in place recycling or total pavement excavation, may be
utilized. All pipe culverts will be replaced . Drainage ar'eas will be
evaluated to determine pipe culvert diameters, Some additional culverts may
be requ ired.
All project sections will be subject to highway signing and delineation
upgrade, Feature signing for campgrounds and other points of interest may be
included, Curves will be signed as appropriate with advisot~y speeds.
Culver'ts will be marked with delineators for identification. Milepost and
destination signing will be provided. Highway delineators will be installed
in an acceptable manner in consultation with the Forest Service and the
Federal Highway Administration.
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Traffic control during construction periods will be provided so that at least
one-lane of traffic for alternating one-way traffic is available at all
times. Traffic will be returned t6 the normal two- lane, two -~ay operation to
the extent possible during no construction periods. Under no conditions will
the contractor be allowed to prevent traffic flow in the canyon for extended
periods. Time of construction of selected operations will be scheduled to
allow for maximum protection of the environment, such as periods of fish
spawning or other sensitive events. However, sufficient time and opportunity
must be available to the contractor to build the improvements following good
construction practice.
Consideration will be given to constructing cut or fill slopes entirely on one
side of the present roadway. Generall~, the preferable area of distu r bance
will be the side away from the river, wetland or toward the area which can
absorb disturbance with the least impact. Cut and fill areas will be
constructed as flat as practicable in accordance with good engineering
practice. In all disturbed areas topsoil and native plantings will be
restored according to good landscaping practice.
1. Section lA: Project beginning (Milepost 383.47, Right Hand Fork) to M.P.
387.47, length 4.0 miles. This section is referred to as the "parkway".
Present design speed and posted speed will remain unchanged; roadway
width 26 feet (existing width). Maximum degree of curve - 260 . Curves
showing high-accident location will be flattened to a degree similar to
adjoining curves if it is concluded that flattening can be achieved
without severe environment al impact. Clear zone requirement - 18 feet .
No features outside existing roadway will be disturbed, except as
provided below. Sections of the roadway having design speeds lower than
the present speed limit will be appropriately signed.
a. Flattening of Curve #5 at Milepost 384 from 250 to
150 . The curve is the site of an unusually
high-accident r·ate. Flattening the curve wi 11 move the
alignment away from the river. Excavated material will
be disposed of in an acceptable manner. New cut slopes
will be contoured, topsoiled and revegetated. Accidents
at this location typically involve vehicles leaving thE!
roadway due to excessive speed for the curve . Records
show approximately equal numbers of up- canyon vehicle
accidents as down-canyon vehicle accidents. A speed
which is apparently safe for down- canyon (as well as for
up canyon) vehicles is too great, in some cases, to
safely negotiate this curve. Therefore, flattening the
curve should lead to a reduction of accidents rather than
encour'aging faster trave ling sp~~eds. An amendment to the
Forest Plan for visual resources will be required
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b. China Row Picnic Area (Milepost 394.4). Accor'ding to
Forest Service recommendations, this area will not be
maintained as a picnic ground, and access fl~om the
highway will not be provided.
c. Replace Burnt Bridge (Milepost 385.5) with a new single
span structure on the same alignment. Structure width
shall be 30 feet (four feet wider than the approaching
roadway). A detour is required as the present bridge
must be entirely r'emoved before a new structure can be
constructed. A detour and temporary bridge will be
placed i~nediately downstream of the present bridge.
Vegetation removal and river bank modification are
required. The temporary bridge will be single-span,
creating minimal impact upon the river. The detour will
allow two-way traHic at a 15 mph design speed if extreme
excavation and grading are not required. otherwise, a
single lane between with adequate traffic control devices
will be provided. Following construction, all contours
and vegetation will be re-established. An amendment to
the Forest plan for visual resources will be required.
This element also impacts the riparian and acquatic
environments. Appropriate changes to the Forest plan
will be necessary.
d. A grade increase of three feet will be constructed at
Logan Cave (Milepost 386.2) for a length of 1,000 feet.
The grade elevation wi 11 allow the roadway to move toward
the mountain several feet and help to somewhat flatten
Curve 22 (260 ). The river bank will be protected with
large ripr'ap and revegetated as appropriate. An
amendment to the Forest plan for work on the river bank
will be necessary. Separate walkway and pedestrian
facilities to Logan Cave will not be a part of the
proposed alternative at the request of the Forest Service.
e. Replace Cottonwood Creek culvert (Milepost 386.4) on the
same alignment. A detour is not required as the new
culvert can be placed one-half at a time. An amendment
to the Forest Plan for visual resources will be required.
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f. Raise roadway elevation in the area of Milepost 386.6 for
500 feet to a maximum amount of 18 inches. This action
is to eliminate occasional flooding of the roadway
created during freezing conditions of the river or other
high-water events. An amendment to the Fore8t Plan for
visual resources will be required.
Other features of the parkway section are as follows:
a. Parking turnouts will be placed wherever possible to
attain at least three parking stalls with adequate sight
distance and tapers. Exact locations will be determined
during final design and in conjunction with Fore8t
Service recommendations.
b . Habitat of endangered or protected species in this
section wil l not be affected by this proposal ..
c. Placement of concrete curb and gutter, or gutter only,
along one or both sides of the roadway in portions of the
entire length of the parkway section. Curb and gutter
placement will be a subject of final design and the
location will be evaluated and carefully considered with
respect to impacts on the following highway factors:
1. Roadside drainage channels.
2. Maintenance operations, including snowplowing, removal of
talus (waste) material, and other activities (sweeping,
painting, etc.)
3. Protection of roadside hazards.
4. Access requirements.
d. Certain effects may occur if curb and gutter is c6nstructed as
li sted be low: .
1 . Delineation of roadside edge, and vegetation could grow
to the curb.
2 . Control of access. Vehicles could only park off the
roadway in des ignated areas and access campgrounds in
selected locations.
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3. Wider Roadway. Approximately 1 to 2 feet could be gained
by placing the curb and gutter in the present gravel
shoulder. This is necessary to provide an equivalent
lane width due to the proximity of the curb and gutter.
Some minor fill may be required to create grade to
maintain a constant roadway width.
4. Roadway drainage. Discharge from curb and gutter catch
basins into wetland areas will be preferred over direct
discharge into the river. Good outfall design will be
required.
2. Section 18: Construction of a 34-foot roadway section
(except as modified by a passing lane) from Milepost
387.47
to end of Middle Canyon Section, Milepost 391.6. Length
- 4.13 miles. Design speed 35 mph, maximum degree of
curve - 150 30'. Clear zone requirement - 18 feet.
Milepost 387.47 marks the beginning of a transition from
the 26-foot of Section iA width to a 40-foot roadway of
section 2. For down canyon traffic section 18 will
prepare drivers after leaving the 50 mph design speed of
section 2 for the 35 mph Parkway section (section 1A).
Traffic moving in both directions will travel a variable
width roadway through the heavily vegetated and very
scenic area of section iA to the less vegetated terrain
of section 2 or visa versa. Section 18 limits were
defined as an area which could absorb more impact of
roadway widening with less negative affect than section
1A. However, a 40-foot section with 50 mph design speed
would cause impacts greater than could be tolerated in
this section. An amendment to the Forest plan will be
required on all widened areas on National Forest Lands
with respect to visual and wetland resources.
Features of this section include the following:
a. Flatten Curve #33 (Milepost 387.7) to 80 by removing
rock material and creating a new cut. The existing
roadway cut can be partially backfilled and
revegetated when the new alignment is put in
service. This curve together with site (b) below are
high-accident locations . An amendment to the Forest
plan for visual resources will be required.
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b. Replace Lower Twin Bridge (Milepost 387.76) on new
alignment immediately upstream of the present bridge
clearspanning the river. The present bridge will
remain in service until the new structure is
completed. The new structure will be 47 feet wide to
provide for a passing lane as described below. The
present structure will be removed when the new
structure is placed in service. An amendment to the
Forest plan will be required in respect to visual,
aquatic and riparian resources.
c. Construct a passing lane from Milepost 387.5 to
Milepost 388.4, including transitions to and from the
new 34 foot roadway width. This section is through
the "Dugway" section. Roadway width will consist of
three 12-foot lanes, one 5-foot downhill shoulder and
one 2-foot uphill shoulder for a total width of 43
feet of paved width. ~etaining walls are required.
Walls will be aesthetically compatible with the canyon
topography and of a variable height. Wall locations
may be entirely uphill or entirely downhill of the
present roadway, or a combination of both, as deemed
appropriate, from an engineering and geotechnical
analysis. Impact upon the acquatic or riparian
environment will not be permitted. An amendment to
the Forest plan for visual resources will be required.
d. Flatten Curve #35 (Milepost 388.11) from 160 to
15°-30' for a 35 mph design speed, which requires a
very minor realignment.
e. Flatten Curve #37 (Milepost 388.5) from 190 to
15°-30' by creating a new excavation into the
mountain. Design, construction and mitigation will be
similar to Curve #33. An amendment to the Forest plan
for visual resource~ will be required.
f. Replace Upper Twin Bridge (Milepost 388.76) on new
alignment immediately downstream of, and 10 feet higher
than, the existing bridge. This site is a
high-accident location. The present bridge and roadway
will serve as a one-lane detour during construction.
Embankment mat~rial used to obtain an elevation
increase and abutment footing will be placed onto the
down canyon lane and retained from spilling onto the
up--canyon lane by a concrete barrier 30" high. Thi s
concept provides the following:
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1. Minimum shift of roadway alignment.
2. Attainment of higher structure elevation,
improving wintertime maintenance.
3. Accommodation of traffic through the work zone.
4. No realignment or filling into the river channel.
When the new alignment is completed, the
remaining unused roadway will be backfilled,
regraded, and revegetated to an original
condition. Most, if not all, of the present
structure will be removed, dependant on any
portions being required to support new
embankment materials.
Some tree removal downstream of the present
structure will be required. Tree removal will
be held to a minimum and a retaining wall will
be constructed if substantial tree savings can
be realized. An amendment to the Forest plan
will be required with respect to the visual,
aquatic and riparian environment.
g. Flatten Curves #39 and #40 (Milepost 388.8) to 150 .
Curve #39 may be flattened to less than 150 ,
depending on how the realignment of Upper Twin Bridge
is designed. An amendment to the Forest plan for
visual resources will be required.
h. Temple Fork Intersection (Milepost 389.2). Improve
Temple Fork Road intersection by n~grading access road
to a maximum grade of 2%. This intersection will be
modified to provide maximum safety of access.
i. Temple Fork Parking Area (Milepost 389.3). Construct a
parking area at Temple Fork between the roadway as
realigned in (j) below and the Logan River. The
parking area wi 11 be made as large as possible in
accordance with Forest Service recommendations and
safety of access, without encroaching upon the roadway
or the river. An amendment to the Forest plan for
visual resources will be required.
j. Flatten Curve #43 (Milepost 389.4) from 200 to
150 . This realignment will move into the area of
shade near Milepost 389.3 (down canyon side of
highway). The widening or realignment will not affect,
or move closer to, the river. An amendment to the
Forest plan for visual resources will be required.
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k. Rick Springs Area (Milepost 389.8) - Roadway width of
34 feet will be constructed and the Ricks Springs
structure replaced. An al igrllnent shi f't toward, but not
impacting the river or riparian area is recommended.
Parking areas will be provided. Material will be
removed and/or retaining walls constr~cted in
accordance with good design practice to provide a
maximum parking area. All improvements will be
consistent with USFS reco~nendations. This area is
recorded as a high-accident location. . An amendment to
the Forest plan for visual resources will be required.
1. Flatten Curve #45 (Milepost 390.1) from 160 to
150 • Maintain existing passing lane from Milepost
390.1 to 390.7 except for the addition of paved
shoulders. An amendment to the Forest plan for visual
resources will be required.
m. Raise roadway elevation in the area of Milepost 390.2
and Milepost 391.1 to a maximum of 18 inches to
eliminate occasional flooding of the
roadway created during freezing conditions of the river
or other high-water events . An amendment to the Forest
plan for visual resources will be required.
n. The remaining distance to the end of Section One
(to Milepost 391.6, or 1.5 miles) will continue to be
upgraded to the 34-foot r'oadway width and 35 mph design
speed on the present roadway alignment. Areas of soil
excavation and backfill are required, and will be
mitigated as described in l.a above. An amendment to
the Forest plan will be required with respect to
visual, and wetland environments .
3. Section 2: Construction of a 4o-foot paved roadway width,
except as modified by passing lanes, and 50 mph design speed
from the beginning of Section 2 (Milepost 391.6) to the Bear
Lake SUl1lmit (Milepost 404 . .,5). 13.15 miles. Maximum degree of
curve is 60 45'. Clear zone requirement - 22 feet.
Milepost 391.9 to 392.0 is a high accident area. In locations
where the stream channels are placed in a curvert or otherwise
affected, fish passage through the affected segment will be a
design consideration . An amendment to the Forest plan will be
required on widened areas on National Forest Lands with
respect to visual and wetland environments.
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a. Construct passing lane from Milepost 391 .6 to Milepost
393.3, including pavement width tapers, length 1.7
miles. Pavement width will be as in (g) below. An
amendment to the Forest plan will be required with
respect to visual and wetland environments.
b. Construct fencin9 in open range area from the cattle
guard near Milepost 391.6 to the Franklin Basin area
near Milepost 397.2 along both sides of the roadway.
Fence type will be of a double-steel post and barb wire
of a design which can be laid down during non-~razing
seasons. The fence is laid down by the cattlemen's
association to prevent damage due to snow. The fence
may be located a distance from the highway to avoid
visual detection.
c. Tony Grove intersection (Milepost 393.7 - Provide left
turn deceleration and storage lane for up-canyon turns
into Tony Grove area. An amendment to the Forest plan
for visual resources will be required.
d. Replace Tony Grove Creek culvert (Milepost 393.8) on
original alignment. This is a high- accident location.
New crossing will be 4 feet wider than the approach
roadway or 44 feet. Appropriate guar'drai I prot~~ction
will be provided. An amendment to the Forest Plan will
be required with respect to visual, aquatic and
riparian environments.
e. Bunch Grass Creek Culvert (milepost 394.2). Check
culvert for hydl~aulic capacity and structural
condition. Provide a culvert which will meet the
requirement for fish passage. An amendment to the
Forest plan will be required with respect to the
visual, aquatic and " riparian environment.
f. Replace Red Banks Bridge (Milepost 394.5) on original
alignment. Structure width will be 44 feet unless
tapers for campground widening run onto bridge.
creating need for additional width . Guardrail with
appropriate flare rate is required. A detour for
traffic and a temporary bridge are necessary. The
detour (for tl..,o-way traffic) will be located just
downstream of the present crossing. After the new
structure is completed the temporary bridge and detour
will be removed and the detour alignment restored to
original conditions. An amendment to the Forest plan
will be required with respect to the visual, aquatic
and riparian environment.
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g. Red Banks Campground (Milepost 394.6). Improve
campground intersection as in (c) above. An amendment
to the Forest plan for visual resource s will be
required.
h. Begin climbing lane at Milepost 394.9. End climbing
lane at Milepost 396.5, 1.6 miles. Roadway width wi ll
consist of three 12-foot traffic lanes, one 8-foot
shoulder (downhill lane) and one 3-foot shoulder
(up-canyon direction) Total width is 47 feet.
Milepost 394.91 to 395.00 is a high- accident location.
An amendment to the Forest plan for visual resources
will be required on National Forest land.
i. Replace Beaver Creek Structure at Franklin Basin Road
(Milepost 396.9) on original alignment. Pavement width
transitions will affect total structure width,
requiring a minimum width of 58 feet. Guardrail with
appropriate flare rate is required.
j. Franklin Basin Intersection (Milepost 397.0). Improve
this intersection as in (c) . above . This is a
high- accident location . The area from Milepost 397.0
to 399.0 is referred to as Beaver Canyon.
k. Replace Beaver Creek Structure (Milepost 397.5)
Replace on same alignment . New structure width is 44
feet. Guardrail with appropriate flare rate is
required.
1. Rechannel Beaver Creek (Milepost 398.1). Relocate 300
feet of creek to up-canyon (easterly) side of highway
in original channel as present channel is required for
roadway widening. New locations will lengthen the
channel and reduce gradient . . Two crossings of the
highway will be required. Concrete box culverts or
other suitable culvert type will be used. An amendment
to the Forest plan will be required on National Forest
land with respect to the visual, aquatic and riparian
environment.
m. Rechannel Beaver Creek (Milepost 398.3). Relocate 700
feet of creek to up- canyon (easterly) side of highway
in original channel. Conditions are the same as (1)
above. An amendment to Forest plan will be required
with respect to the visual, aquatic and riparian
environment.
...
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n. Rechannel Beaver Creek (Milepost 398.6). Roadway
widening will be placed on the up-·canyon (easterly)
side of the present roadway to the extent limited by
the nearby canyon topography. If sufficient widening
cannot be obtained, a portion of Beaver Creek will be
placed in a culvert and/or relocated to the west to
obtain roadway width. A design consideration will be
for fish passage through the culvert. A maximum length
of 400 feet of channel could be affected. An amendment
to the Forest plan will be required with respect to the
visual, aquatic and riparian environment.
o. Rechannel Beaver Creek (Milepost 39B.9). Relocate 500
feet of creek to up-canyon (easterly) side of highway.
Conditions are the same as in (1) above. An amendment
to the Forest plan will be required with respect to the
visual, aquatic and riparian environment.
p. Replace Amazon Hollow, Stump Hollow and surrounding
area drainage box culvert (Milepost 399.6). Widen box
culvert to accommodate wider roadway and pavement
transitions for the Beaver Mountain road intersection.
An additional width of 20 feet from the shoulder lane
to the headwall on each side is required to avoid
guardrail protection. Generally a better approach is
to eliminate a hazard rather than provide protection.
An amendment to the Forest plan will be required with
respect to the visual and wetland environment.
q. Realign and channelize SR- 243 (Beaver Mountain ' Road)
intersection (Milepost 399.75). This is a
high-accident location. Realign 150 feet of SR-243 to
create a conventional right-angled intersection.
Provide left lane deceler'ation and storage lane with
appropriate tapers. Total length of SR-89 affected is
1500 feet. An amendment to the Forest plan for visual
resources will be required.
r. Begin climbing lane at Milepost 400. An amendment to
the Forest plan for visual resources will be required
on National Forest lands.
s. Realign through Curve #69 and #70 (Milepost 400 to
400.5). Realign 2700 feet of roadway a maximulll of 1.50
feet from the present alignment to attain 50 mph design
speed curves. The portion of the present roadway
removed from service will be obliterated, topsoiled and
reseeded with natural vegetation. An amendment to the
Forest Plan for visual resources will be required on
National Forest lands .
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t. Flatten Curve #71 from 80 to 60 30' (Milepost
400.6) to attain design speed. Highway widening f~om
Milepost 400 to 402 will be obtained by removing rock
material on the up-canyon (noy·therly) side of the
present roadway.
u. Flatten Curve #76 (Milepost 402.2) from 100 to 60
30' to attain design speed. An elevation decrease of
at least 4 feet is required to achieve sight distance.
The present 1,500 feet vertical curve will be increased
to 2,600 feet. An amendment to the Forest plan for
visual resources will be required.
v. Highway widening from Milepost 402.5 to Milepost 404.7
will be obtained by filling the down canyon (westerly)
side of the present roadway. An amendment to the
Forest plan for visual resources will be required.
w. Flatten Curve #80 (Milepost 404) from 100 to 60 30'
to attain design speed. An amendment to the Forest
plan for visual resour~es will be required .
x. End uphill passing lane from Garden City at Milepost
404.6. End uphill passing lane from Beaver Mountain at
Milepost 404.9. Between Milepost 404.6 and 404.9 the
maximum roadway width will cDnsist of two 12-foot
traffic lanes, two 12-foot climbing lanes, and two
3-foot shoulders; total pavement width of 54 feet.
Width transitions are included . An amendment to the
Forest plan for visual resources will be required.
4. Section 3A: Bear Lake Summit to Bridgerland Subdivision
intersection (Milepost 404.75 to 409.4) 4.6 miles. Design
speed 40 mph, maximum degree of curve 110 15', nominal
roadway width 40 feet, two 12-foot traffic lanes, two
8-foot shoulders. Roadway width with passing lane - 47
feet (three 12-foot traffic lanes, one 8-foot shoulder and
one 3-foot shoulder). This section will have a continuous
uphill passing lane. Clear zone requirement - 18 feet
measured from the traffic line/shoulder line to nearest
roadside hazard. Elements of Section 3 are as follows:
An amendment to the Forest plan for visual resources will
be required on widened areas on National Forest lands.
a. Limber Pine Trail Head (Milepost 404.8). Provide
single access into parking area. No other specific
roadway improvements. Internal modifications will be
constructed as recommended by the Forest Service. An
amendment to the Forest plan for visual resources will
be requ ired.
-14--
b. Flatten Curve #85 (Milepost 405.1) from 23 0 to
110. This action will move the centerline 80 feet
and require a new fill secti6n. The existing roadway
alignment will be removed and original contour
elevations and vegetation restored. Tree and brush
removal will be held to a minimum amount, and fill
slopes constructed to a slope rate acceptable for
revegetation . Retaining walls will be considered in
view of economics and tree savings. An amendment to
the Forest plan for visual resources will be required .
c. Curve #86 (Milepost 405 . 2). Retain present alignment.
Roadway widening will be constructed on the downhill
slope. Tree removal is required. Retaining walls will
be considered as in (b) above. An amendment to the
Forest plan for visual resources will be required.
d. Sunrise Campground (Milepost 405.5). Provide single
access into campground without specific roadway
modifications. A left-turn lane from Garden City is
not proposed and would require more roadwa.y width in
addition to the passing lane of 4 above and be of
questionable value. An amendment to the Forest plan
for visual resources will be required.
e. Bear Lake View area (Milepost 405.5). Provide single
access to view area in Curve #88, located to obtain the
best sight distance possible. No specific roadway
modifications for the access will be provided. Regrade
(raise elevation), enlarge and relandscape view area
according to Forest Service recommendations . An
amendment to the Forest plan for visual resources will
be required.
f . Flatten Curve #88 (Milepost 405.7) from 180 to 110
to attain design speed. A centerline shift of about
200 feet with accompanying earthwork (excavation)
required. The present alignment will be removed and
regraded to provide improved access for (e) above. An
amendment to the Forest plan for visual resources will
be required.
g. Flatten Curve #89 (Milepost 405.9) from 200 to 110
to attain design speed. A centerline shift of about 50
feet is required with accompanying earthwork (fill)
required. The present alignment will be removed and
original contours and vegetation restored upon
completion. An amendment to the Forest plan for visual
resources will be required.
-15-
h. Flatten Curve #92 (Milepost 406.2) from 200 to 110
to attain design speed . A .centerline alignment shift
of about 70 feet with accompanying earthwork (fill) is
required. The present alignment will be removed and
original contours and vegetation restored upon
completion. An amendment to the Forest plan for visual
resources will be required.
i. Flatten Curve #94 (Milepost 406.9) from 160 to 11 0
to attain design speed. A centerline alignment shift
of about 340 feet with accompanying earthwork (some cut
and fill) is required. The present alignment will be
removed and original contours and vegetation restored
upon completion. An amendment to the Forest plan for
visual resources will be required.
j. Flatten Curve #95 (Milepost 407.2) from 20° to 110
to attain design speed. A centerline alignment shift
of about 60 feet with accompanying earthwork (fill) is
required. The present alignment will be removed and
original contours and vegetation restored upon
completion . An amendment to the Forest plan for visual
resources will be required.
k. Stabilize landslide area (Milepost 407.5) . An existing
unstable landmass will be stabilized by application of
appropriate geotechnical techniques. An amendment to
the Forest plan for visual resources will be required
on National Forest land .
1. Flatten Curve #98 (Milepost 407 . 9) from 270 17' to
110 to attain design speed. This area is a
high- accident location . A centerline alignment shift
of about 670 feet with accompanying earthwork
(excavation) is required. Roadway gradient steepens to
about 10% in this area as a result of the curve
realignment. The present alignment will be removed and
original contours and vegetation restored upon
completion .
m. Highway widening from Milepost 408 to Milepost 408.7
will be obtained by excavating into the downhill
(westerly) s ide of the pY'esent roadway . Guardrai 1
protection on the uphill direction will be considered.
n. Flatten Curve #101 (Milepost 408.3) from 23 0 to 110
to attain design speed. A centerline alignment shift
of about 30 feet with accompanying earthwork (fill) is
required. Portions of the present alignment will be
removed and original conto~rs and vegetation restored
upon completion.
-16-
o . Flatten Curve #102 (Milepost 408.5) from 140 to 110
to attain design speed. A centerline alignment shift
of about 20 feet with accompanying earthwork
(excavation) is required.
p. Close access to Bridgerland Subdivision (Milepost
408.6) All subdivision access shall be provided as
described in (r) below.
q . Flatten Curve #103, 104 and 105 (Milepost 408.8) to a
single 110 foot curve or flatter, depending on the
alignment shift of (r) below . Earthwork quantities
appear to be minimal.
r. Relocate alignment from C~rve #105 to Curve #109
(Milepost 409.4). Also , construct an intersection for
the Bridgerline Subdivision with additional pavement
widening for protected left and right- turn movements ..
This is a high-accident location. The present
alignment will be removed and restored to original
contour and vegetation.
5. Section 38: Bridgerland Subdivision to Garden City (Milepost
409.4 to 411.75) . Increase design speed to 50 mph, maximum
degree of curve 60 45', roadway width - 40' (47 feet in
passing lane areas.) Clear zone - 22 feet. This alignment
will follow an alignment similar to 63 as prepared by the
consultant. Roadway widening in this section will consist of
approximately equal amounts of cut and fill areas. Guardrail
protection will be considered on the downhill side of the
roadway.
a. Flatten Curve #109 from 80 to 60 (Milepost 409 . 7)
to attain design speed . Some excavation will be
required.
b. Flatten Curve #110 (Milepost 409.8) from 100 to 60
to attain design speed. Some fill will be required .
c. Flatten Curve #111 (Milepost 410.0) from 120 to 60
to attain design speed. Excavation is required.
d. Flatten Curve #112 (Milepost 410.1) from 120 to 60
to attain design speed. Embankment will be required .
e. Relocate access at Milepost 410.6 by closing present
access and providing a new access from another public
street, if possible. If the access cannot be closed,
then relocate to an improved location, providing the
•
0169W
-17-
best design possible. A combination with the access at
Milepost 410.7 may be practicable. The access at
Milepost 410.7 will be considered according to the same
criteria as the access at Milepost 410.6.
f. Begin uphill climbing line at Milepost 410.6.
g. Flatten Curve #116 (Milepost 411.2) from aO to 60
to attain design speed.
h. Redesign access at Milepost 411.2 to attain the best
design possible.
i . Redesign end of project intersection with SR-30 at
Milepost 411.75. Left and right-turn lanes will be
provided.
ADDITIONS 'ID CONSERVATIONISTS' ALTERNATIVE FUR U. S. 89, FEBRUARY, 1989
The Conservationists' Alternative of August, 1987 was designed to be
in agreerrent with the folla.ving staterrent rmde in the Forest Plan for the
Wasatch-cache National Forest: "The road will not be raised to a higher
standard than exis ting . " This has always been the Conservationis ts' position,
and will rermin so.
The Conservationists' Alternative was designed to solve specific problems
wi th minimal environrrental irrpact. The Agency Al ternati ve set forth in
LTanuary, 1989, except where it appears to spare 4 miles of the Middle Canyon,
represents nothing nore than adherence to arbitrary standards, without regard
for consequences, whether they be environmental (the proposed channelization
of Beaver Creek, for exarrple) or related to safety (the proposed 10% grade
in the Rich County section, for exanple). The Agency Alternative atterrpts to
raise a facade of improved safety while in reality pronoting high speed travel.
The Conservationists' Alternative has enphasized that the entire route be-tween
Garden City and Logan should be considered as a unit; thus it stresses the
safety value of keeping highway speeds as consistent as possible. The Agency
Alternative says to drivers, in effect, "Speed up." But the consequences of
high-speed traffic entering the Middle Canyon are i gnored.
In keeping with the overall philosophy of the 1987 Conservationists'
Alternative, we propose the following changes for evaluation:
1. Logan Cave: raise roadbed and nove road away from the river,
as per Agency Alternative
2. Mileposts 386.6, 390.2, 391.1: raise roadbed as described in
Agency Alternative. [Contingent on availability
of fill.]
Adell tions to Conservationists'
Alternative for U.S. 89 -- p. 2
These changes are proposed for evaluation in the DEIS; this evaluation
will determine whether they will be included in the final al ternati ve we
present to the public.
The follOtJing corrections need to be entered in our 1987 draft: When
treating areas in the Upper Canyon (turning lanes, for exarrple), the reference
should be to "B2" rather than "Bl." When treating areas on the Rich County
side, the reference should be "B3" rather than nOBl."
RICH COUNTY SECTION:
The Conservationists' Alternative for the Rich County portion of the route
is as follOtJs:
Maintain the present alignrrent.
Irrprove signing at the Bear Lake Overlook and at milepost 407.9.
The rationale for the Conservationists' Alternative in this portion of the
route is as follc:ws: safety, aesthetics, and erosion control. The Agency
Alternative proposes a high-speed design, thus creating an impetus for unsafe,
high speeds over the rerrainder of the route. The Agency Alternative proposes
radical grades, as high as 10%, which constitute an obvious safety hazard.
The Agency Alternative would leave a rrass of scars over the hillside involved,
and would create numerous highly erosive cuts. The Conservationists' Alterna­ti
ve contains none of t.l1ese flaws and works toward inproved safety by inproved
signing at areas of potential danger.
February 14, 1989
Jack, Steve, Bruce:
I propose that we add something like the enclosed to our Environrrentalists'
Alternative on US 89. v-7hat do you think?
\
[DRAFT]
Environrrentalists' Alternative for u.s. 89, Logan canyon: Rich County section
-----------------------------------------------------------------------------------
vve propose that the alignrrent of U. S. 89 between Garden City and the
surrmit of Logan Canyon be kept exactly as it is, and that signing be im­proved
for the scenic turnout near Sunrise campground and the turnout at
Milepost 407.9. Improved signing at 407.9 will make the area safer; re­locating
the highway 670 feet away on a 10% grade, as the "Agency Alterna­ti
ve" proposes, would increase the danger in this area very considerably.
Keeping the same alignrrent for the Rich County section, and improving
the signing at points where traffic enters the highway (such as noted above),
will help keep speeds rrore uniform throughout the Garden City-to-Logan route,
thus improving the safety of the road. Altering the alignrrent on the Rich
county section will increase the speed there, thus decreasing the safety, and
will have the added negative effect of creating an inconsistency in speed over
the whole route. 1iIe consider a high speed highway on the Rich County section
to be an unfortunate impetus for higher speeds in the rest of the route. The
proposed steepness of the "Agency Alternative" is also a safety hazard, part­icularly
in winter.
Keeping the same alignrrent for the Rich County section would help hold
the line on the aesthetic damage on the east side of the rrountain, and v;ould
naintain erosion rates at their present level. The "Agency Alternative" v;ould
leave a nass of scars over the hillside and would create highly erosive cuts.
--- -- - - - - - - -
To~
, I ..., ",..+~ +I..~ ~
J~ "",&, c ... ill ";,,. s .... , Jt.
, .. )
'~f",7.c./ -I• ....... ~.~. .
( ..... ~ .Iy/.;1-~rl~-'4r;I
h.".,'yll. ~*,II >'
14(),r -h ,.t c'fif'1
0+- -It ,;,. .ff#" ... -I"'~.
1-4 ..... -t.u ,,+ s ...... i?
--
Conservationists' Alternative for the Logan Canyon Road
between Right Fork and Garden City
(submitted to UDOT February, 1989)
This alternative is designed to solve specific problems with
minimal environmental impact. This is in contrast to the Agency
Alternative, where the main goal is to increase the highway
design speed on all except the 4 miles between Right Fork and
Lower Twin Bridge. To make a point-by-point comparison of this
alternative with the Agency Alternative, you may obtain a copy of
the Agency Alternative from:
LynY"1 Zoll i n~1et~
Utah Department of Transportation
PO Box i.:::7L~7
Ogden, Utah 84404
399-5'3i:::1
Add additicn'"lal war~Y"liY"l g sigY"1 such as "Nar~r~ow WiY"ldiY"lg Road Next 7
Miles". Tht~oughout the eY"ltit~e t~oute ptlt up specific cI.wve
signs with advisory speeds where needed.
jC:ldd s i ~V'IS fol'~ S i del'~oads such c.'.\s "R i ~~ht Fot~k 1 / L~ mil e".
signs will be needed at Wood Camp, Temple Fork, etc.
Cr,~
-±-lCIst .::ill a 100' paved tapel'~ fc,l'~ u p-caY"IYOl'"1 tl'~affic wishiY"lg
i l"lt 0 Right FCIl'~k.
Plow parking area in the winter.
Pave pt~eseY"d;
si gY"ls.
downcanyon from bridge,
Simi lal'~
Replace Burnt Bridge on present alignment
spal"l bl'~ i d ge.
wi th 28' wide c 1 ei:\'r~-
I~a i se t~oad bed
from the road and
river. Contingent
3' for 1000'; this removes an erratic bend
allows the road to be moved away from the
on availability of fill.
Prohibit parking on curve.
CONSERVATIONISTS' ALTERNATIVE 1
For cave access, pave two parking areas immediately downcanyon
from Cottonwood Creek: one 150' x 20' on the river side,
arlothEn~ 100' x 35' (taper~irlg to 20') at the locatiorl of old
Cottonwood Creek road. Plow in winter. A / /1-',,( f ' j "5.
Fot~est Serv i ce
(erd:;r~ arlce.
vetl uY·lteer~ groups cons truct t o cave
Replace structure on pres ent alignment with 28' wide structure.
Raise roadbed approx. 18" for 500' to avoid flooding (contingent
on availability of fill).
Replace bridge with wide bridge immediately
upstream from present bridge. This involves a new cut at the
downcanyon edge of the bridge. Rubble could be used to
provide a slow-vehicle turnout downcanyon of the bridge.
Provide recreational parking at upcanyon edge of the bridge.
Notj£= Her~e the A~]erlcy Altet~rlative pr~ oposes a 3 larle br~ idge, a
climbing lane nearly a mile long, and the beginning of the
wider, straighter, higher design speed highway.
Replace \.'Ji th wide clear- span bridge immed i ately
downstream of present bridge.
Sigrl "NO PASSING".
Replace structure on present alignment with 28' wide structure.
Raise r~oadbed appr~ox. 18"
availability of fill.
to avoid
CONSERVAT I ONISTS' ALTERNATIVE 2
floodirlg.
mp 3'32
Pave multipurpose turnout on side opposite river, plow in winter.
~9te: Hel"~e the A~~eYlcy Alte?t~native iYlcr~eases the l"~oad width even
more, increases the design speed, and begins to add frequent
pass i Ylg 1 aYles.
Add turning lanes.
Replace structure on present alignment with 28' wide structure.
Replace structure on present alignment with 28' wide structure.
Pave multipurpose turnout on river side of road; plow in winter.
Replace bl"~idge
bl"~idge.
pt~eseYlt i.~ 1 i gnmeyd; with 28' wide clear-span
Construct climbing lane from milepost 3'35 to cattleguard.
Replace bridge on
bl°~ i d geM
pr-oesent aliqnment with wide clear~-span
Replace structure on present alignment with 28' wide structure.
Replace structure on present alignment with 28' wide structure.
~§?a y..§?l"~ Mc~!::.!ni a i 1"1 I Ylt er~sec"!! i 01"1 (fI1 P 3'3'3. 75)
Add turning lanes.
CONSERVATIONISTS' ALTERNATIVE 3
Construct climbing lane from milepost 401.5 (above Amazon Hollow
fill) to mp 402.1.
Construct climbing lane from 404.1 to short of Sinks Road.
Ret air, pl"~ese'(",t
t '-n~r,e:.ut s.
t '-n~ r, o ut s
p ... ~oblems.
alignment; add improved signing
Place climbing lane sections
only where cutti n g would not
fe:'l"~ c'-n~ve!:-3 a ·.. .. d
Ol"~ slol-'J-vehicle
cause el"~osie:.r,
Not~.: Hel"~e the Ager,cy Altel"~r,ative emphasized speed by l'~ealignir,g
curves and steepening the gradient to up to 10~. They also
plan a conti nuous climbing lane. Initially we took no
position on modifications to this section because much of it
is not on National Forest land. However, the potential for
massive erosion problems from the miles of excavation
proposed in the Agency Alternative forced us to take this
new pe:.!:; it ion.
50 fl, 'J
CONSERVATIONISTS' ALTERNATIVE 4
If
Conservationists' Spot Improvement Alternative for Sections 1 and 2,
Logan Canyon
August, 1987
we consider the most important issues involved here to be safety,
scenic values, and ecological integrity. Our alternative is based on
the premise that rrodifications which alone or in the aggregate VX)uld
appreciably increase traffic speed in the Middle Canyon must be avoided.
we relieve that increased speed in this section would be likely to lead
to more (and more serious) accidents. The construction involved in
increasing the traffic speed would seriously disrupt the scenic values
for which this canyon is nationally k.n<:Mn, and VX)uld seriously degrade
the ecological integrity of the canyon, particularly in the riparian
zone. Our goal is a highway that fits into Logan Canyon with minimal
ecological disturbance and maximum safety, rather than a highway that
purports to move the greatest number of people through the area at the
highest rate of speed.
Consistent with this emphasis, we strongly recommend enforcement of
speed limits and substantial improvements in signing as an important part
of our proposal. As a corollary, changes in the roadway in the Upper
Canyon should not re so drastic as to encourage high speeds in that area
and thus a possible difficulty of driver adjustment to the lONer speeds of
the Middle Canyon. we have identified several gravel turnouts which should
re paved, and plowed oonsistently in winter, to aid the Utah Highway Patrol
in pulling over speeders and to aid in the passage of the occasional
emergency vehicle.
LOCATION
Right Hand Fork
curve at 384.0
PP0P0SFD AcrION
100' taper from bridge;
sign: "Right Fork 1/4"
preliminary sign:
winding road next 7 mi.";
advisory speed sign;
specific curve ootation
(no change in alignment)
RATIONALE
safety
safety
Wood Camp turoout sign: "Wood Camp 1/4"; safety
and plow parking area in
winter
Camp,
slow veh. turnout
downstream of
Burnt Bridge
Burnt Bridge
Logan Cave
Cottonwood area:
(a) structure
(b) parking
above Cottonwood
(386.6)
00 change Haguire Primrose
pave present gravel law enforcement;
turnout; plow in winter vista; parking distressed
vehicles
widen to 28' on same
alignment; clear span
structural integrity
sign: "dangerous curve";
sign: "no parking"
safety
sign: advisory speed;
no alignment change
widen to 28' on sarre
alignment
pave bNo areas: one on !
river side downstream \
from structure, 150' X ~O;
one on rrountain side at (Old
Cottonwood road, 100' X 5',
tapering downstream to
100' X 20'. Plow in
winter.
Forest Service and vol­unteer
groups construct
trail to cave entrance.
no alignment change;
replace 20 mph advisory
sign
safety
visitor access to cave
safety
IMPAcrS AND PROBLEMS WITH
REJEX:TED ALTERNATIVES
visual sensitivity;
erosion into river;
spoil disposal
visual sensitivity (6);
inpacts on river
threat to threatened
species
not applicable
not applicable
visual sensitivity;
damage to river
damage to river;
visual sensitivity (7)
damage to river;
spoil disposal;
visual sensitivity
----------~-+_------------- ----~ ·-·-----ll__·-----------~----- -------+-------------
above Cottonwood
(387.1)
no alignment change safety (avoid
speed)
erosion from loose
ma.terial
LCCATION
beloW Lower Twir
Bridge;
Lower Twin
Bridge
above Lower Twin
Bridge--slow veh.
turnout
PROPOSED AcrION
Move roadway wax. 20'
toward river before cun Ie
begins; widen existing
cut so alignment meets
new bridge parallel to
present bridge.
28' width; no pier in
river
place downstream of
bridge, where present
road goes through cut
R<TIONALE I
replacement of bridge I
wi th least environ- I
mental damage, consis- l
tent with safety I
I I
less cutting; rrore sight
distance
IMPAcrS AND PROBW1S v,lITH
~D ALTERNATIVES
visual impacts;
excessive spoil
visual impacts;
excessive spoil
-----------------;------------------------+---------------------------~-------------------------
Dugway climbing l:me No Change prevent excessive speed damage to river;
damage to visual
quality
- ---------------_._------------------+-----------------+----------------- ---
top of Dugway 1'-0 Change prevent excessive speed damage to visual
quality; excessive
spoil
_ ---+---------+------t------ --Upper -TWin
Bridge widen to 28' on new
alignment immediately I
downstream of present
bridge. No pier in rive I .
structural integrity;
safety
~_.....-_-== __ _:::::__;_t_--- ----------------r-.-----.--------'--------f.---------------- --
above Upper TwiI
Bridge (387.7)
Temple Fork
intersection
Ricks Spring are,,:
(a) bridge
(b) alignment
(c) parking
no change in alignment1
add signs: curve; icy I road
advance signing: "TemPl~
Fork 1/4"
28' on sane alignment
add sign: "No Passing"
maintain as is (both
sides); add signs:
"Ricks Spring 1/4"
"Pedestrian Crossing"
safety
safety
safety
safety
safety
damage to visual
quali ty ; excessive
spoil
vehicles crossing traffic
lanes to park
~ ______________ ~~-_--------------------1-.------.----------------- .-----------------------
"Table 2-5," B-1:
bridges and struct ~es
alignments:
1:elow North Sink
below Middle Sin '-
28'
no change
:00 change
maintain uniformity of
bridge widths
safety
safety
encourages excessive
speed
encourages excessive
speed
lOCATION
"Table 2-5,"
continued:
Intersections:
PROPOSED Ac:r:'ION
~a) Tony Grove as in B-1
(b) Red Banks 00 change
(c) Franklin Basin no change
(d) Beaver i as in B-1
Climbing Lanes:
(a) Red Banks tp
near Franklin
Basin road
(b) Stump Hnlln17
to maintenance
shed
(c) to surmnit I
Add climbing lane
from m.p. 395 to
cattle guard
Add climbing lane
from just above Amazon
Hollow fill (401.5) to
402.1.
Add climbing lane from
404.1 to short of Sink::
Road
RAT IO}1ALE
safety
insufficient traffic
no need (wide enough as
is)
safety; minimize cut;
safeguard river and
riparian zone
safety; minimize cut
safety; minimize cut
Note: Passing lane ;t end short of surmnit, and
JMPACTS AND PROBLEMS WITH
REJECTED ALTERNATIVES
would necessitate 3-lane
bridge over Beaver Creek
Safety problems with
high-speed traffic
approaching both Red
Banks and Franklin Basin
turooffs; damage to
river and riparian zone
visual quality damage
excessive spoil; danger
at snowmobile parking
area
there must be .::l", ~'.::lte signing, regarding the
transition back tp 2-lane road, to safeguard
the Limber Pine 'I~ail turooff.
Signs: "Sinks Roa~ 1/4"; "Limber Pine Trail 1,114"
Table 2-6:
Sunrise LLLP:JLuLnd 00 change
OVerlook
multipurt=Ose
parking:
(a) m.p. 392
(b) Bunchgrass
added sign:
below Ricks
Spring
2 skewed approaches as
in B-1 (sign & stripe)
pave; plow in winter
(on side opp. river)
pave; plow in winter
(on river side of road)
"Narrow winding road
next 7 mi."
safety
safety
safety
safety
driver confusion
possible
... -....
TRAFFIC ACCIDENTS IN LOGAN CANYON
AN ANALYSIS
The Utah Department of Transportation (UDOT) asserts the Logan Canyon
highway is dangerous, with a significantly higher accident rate than an
average Utah highway. This assertion is used as a reason for undertaking
highway reconstruction and realignment in the section of the canyon be­tween
Right Fork and Ricks Spri'ngs . This assertion, however, i~ in fact
not supported by traffic accident and traffic volume data supplled by UDOT,
Division of Safety and office of the Engineer for Transportation, respec­tively.
This is analyzed in the following discussion .
Data. The number of traffic accidents for any period is easy to ob­tain
and is quite accurate (it comes directly from investigating officers
reports). Accident rates, however, are reported on the basis of each mil­lion
miles of vehicle travel (MVT) and require good estimates of the aver­age
daily traffic (ADT) in a particular section of the highway. There is
only one permanent counter in the canyon, located at Card Guard Station,
located approximately at mile post 10 in the canyon. Values of ADT for
other sections, which differ considerably, are estimated on the basis of
temporarary counters, spot checks and extrapolations from the permanent
counter (UDOT, e.g., made a check of relative volumes of traffic in the
canyon at various locations for one week in June, 1976. Many of their con­clusions
are based on this inadequate sample). As a result, there is consid­erable
uncertainty (error) in the numbers, an uncertainty that may invali­date
in some cases the conclusions based on the data. This caveat must be
kept in mind at all times when examining the data.
Accident Rates. UDOT has divided the canyon into 7 sections, and re­ports
accident rates for each section as found in table 1 for the 7 year
period, 1971-77 inclusive (data from update to "Preliminary Proposals
and A lternati ves SR-13 (U. S. 89) Logan to Garden City, UDOT, 1977", pro­vided
by Gary Lindley, Project Engineer):
Table 1 UDOT Accident Rates
1971-77
Section
1. Logan City to Dewitt Campground
2. Dewitt Campground to Right Fork
3. Right Fork to Upper Twin Bridges
4. Upper Twin Bridges to Tony Grove
5. Tony Grove to Beaver Mtn. Road
6. Beawer Mtn. Road to Summit
7. Summit to Garden City
distance
4.8 miles
4.3 miles
5.1 miles
5.3 miles
6.1 miles
5.1 miles
7.0 miles
average
State average, 1971-77, all highways,
Accident Rate per MVT
3.40
2.90
6.10
5.80
3.40
2.15
5.00 .
4.1T + 1.52
3.85
It thus appears sections 3 and 4 (the proposed project includes all of
section 3 and part of section 4) have a significantly higher accident rate
than the state average, and that the distribution of rates is biased towards
higher values in these sections.
Our analysis of the data, based on the best ADT figures and a
number of consultations with the UDOT Engineer for Transportation, gives
lower values for the accident rates in all sections of the canyon for the
6 year period, 1973-78 (table 2):
Section
l.
2.
3.
4.
5.
6.
7.
Table 2 Accident Rates in Logan Canyon, 1973-78
Accident Rate per MVT
1.99
1.64
4.98
5.61
2.60
2.97
5.28
average
State average
3.56+1.64
3.85-
It can be seen the average accident rate in Logan Canyon is slightly
lower than the State average. Sections 3 and 4 appear to be higher. This
difference, however, is not significant statistically for section 3, as
determined by a standard statistical test ( t test, 6 year average vs. state
average, 90% (or higher) confidence level), while the difference for section
4 is just barely significant at the 90% confidence level, but not signif­icant
at higher levels. It may therefore be concluded section 3 is not
significantly more dangerous than the average Utah highway , while the evi­dence
for section 4 is inconclusive.
Another statistical test that may be applied measures the significance
of a distribution, in this case accident rates by section, vs . an expected
frequency if all sections have equal rates. The results of this test (chi­squared
test)show the distribution of both tables 1 and 2 have a probability
between 60-75% of being random: that is, the apparent difference in accident
rates by section for the whole canyon has a 60-75% probability of being due
to random statistical fluctuation, and not to any real bias in favor of high
rates for sections 3 and 4. This test supports the conclusion that the Logan
Highway is, in fact, no more dangerous than an average Utah highway.
Fatal Accidents. In the period 1971-78 inclusive (8 years) there were
26 fatal accidents in Logan Canyon, distributed as follows (table 3):
Table 3 Fatal Accidents
Section Number Death Rate per MVT
1 8 . 174
2 1 .030
3 4 .1A4
4 1 . 042
5 0
6 4 .232
7 8 .339
Death rates were calculated in the same way as for accident rates in table
2. Combining the death rates for sections 1 and 2 (improved sections) and 3
and 4 (propesed project) gives identical values , 0.105 MVT . Drawing conclus­ions
from such small numbers of data is statistically suspect ; the death rates
for the improved and proposed project sections do suggest that improvement
of the highway (sections 1 and 2) does not improve the death rate (sections
3 and 4). If these numbers have any significance, they indicate improving
the highway from a 35 mph speed to a 50 mph speed, the relative speed
limits on the improved and proposed project sections, has no effect on
the death rate. Similar results can be anticipated for sections 3 and 4
if the project is undertaken. Again, any argument based on death rates
for the two sections as support for the project is invalid.
Conclusions. The results of this analysis of all available data are
clear. Logan Canyon highway is not more dangerous than the average Utah
highway, assertions to the contrary by UDOTnotwithstanding. Considering
the highway is a winding mountainous road, often covered with snow and
ice during Winter months in the upper sections, the accident rate is sur­prisingly
low . It would be of interest to compare Logan Canyon with sim­ilar
highways (Sardine Canyon, Soldier Summit, Little Cottonwood Canyon,
e.g.) with respect to accident rates. Similar arguments used by UDOT based
on Logan Canyon highway death rates are equally false: improvement of
the highway has no effect on death rates. The proposed construction
project for sections 3 and 4 cannot be justified as an improvement in
safety of a dangerous highway.
" /
Accidents and Traffic Volume in Logan Canyon
UDOT asserts a definite relationship exists between the accident rate
and volume of traffic in Logan Canyon . Since the volume of traffic becomes
quite large on a few weekends in Summer , it is argued by UDOT the highway
needs improvement to prevent excessive accident rates during these periods .
This assertion may be tested statistically by plotting accident rates by
month vs. traffic volume per month (data from UDOT report "Preliminary
Proposals and Alternatives, SR 13 (U.S . 89) Logan t~ Garden City , 19771~,
p. 23 and p. 41). The coefficient for this plot , r , is a measure of
the cor2elation be2ween accident rates and traffic volume . Such a plot
gives r = 0. 37 (r = 1.00 for a 1:1 correlation , and 0 for no correlation;
values less than 0.90 are suspect). Clearly, no significant correlation
exists between accident rates and traffic volume in Logan Canyon , and
such an argument cannot be used by UDOT to justify the project.
TRAFFIC FORECASTS FOR LOGAN CANYON HIGHWAY
UDOT assumes an exponetial growth rate of 4% annually for traffic
volume in Logan Canyon. This growth rate is used as an argument to jus­tify
the proposed highway improvement project in sections 3 and 4 (Right
Fork to Ricks Springs) of the canyon. An analysis by Dave Schimpf based
on UDOT average daily volumes of traffic (ADT) indicates the growth is
better expressed by a linear relationship than the exponential relation­ship
used by UDOT, at least through 1975. This gives a significantly lower
prediction for traffic volumes than the exponential model .
More importantly, however, recent data for 1975-79 indicate
traffic volume peaked in 1977, and has in fact declined in both 1978
and through July, 1979 (last data). Clearly, the effects of fuel prices
and potential shortages have not been taken into account by UDOT (table 4):
Date
December, 1978
July, 1979
Table 4 Changes in ADT, 1978-79
2.4 % decrease from December, 1977
3.0 % decrease from July, 1978
data from Card Guard Station, Logan Canyon.
Clearly, in contradiction to the forecasts of UDOT, traffic volume
in Logan Canyon has decreased significantly in the last 2 years. If this
trend continues, and considering the world petroleum situation this appears
probable, future use of the highway will be less than at present, and any
argument seeking to justify construction of the proposed project on the basis
of projected increases in volume of traffic is invalid.

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I
i
Logan Canyon HighwJy
For the second time in nine years, the Utah Department of Transportation
(UnOT) is proposing an expansion and reduction of curves to the 6.7-mile
stretch of U.S. Highway 89 from Right Hand Fork to Ricks Spring in Logan Canyon.
Environmental groups and concerned citizens, including the Sierra Club, the
Bridgerland Audubon Society , Citizens for the Protection of Logan Canyon and
others, view this expansion as highly unfavorable and as a threat to the
beauty and quality of the Logan Canyon Recreation Area.
General Summary
* Major impact 011 both environmental '\lnd visual quality of canyon. * Project cont radicts national energy ,concern.
* 80-90 percent of the project requi r ~ s cutting into e~isting banks and
vegetated areas. !
* "Waste poses a major engineering pr~ blem." (Quote from project engineer)
Traffic Growth Factors
* UDOT uses an unrealistic expontential model.
* A linear growth model better fits daily traffic data. * Traffic data used by UnOT are limited to one busy section of the highway,
yet are used to describe the whole road.
* Need for highway re-alignment not documented by current data.
Safety Factors
* Suggested danger of Logan Canyon "Section III" is not supported by current
data.
* A major discrepancy exists between accident rate data and traffic volume.
* 1977 accident rate figured by the Utah Highway Patrol does not agree with
unOT report.
* Statistical significance of accident data used is suspect.
Environmental Factors
* Numerous spills would encroach into Logan River from planned fills. * Silt deposits in the river would 4estroy trout habitat and breeding cycle.
* Loss of riverside vegetation needed by trout for 100/ light intensity. * Creation of any culverts would impair spa'tning success of trout.
* Loss of vegetative barriers lessens the quality of fishing experience.
* Major visual impacts \"ould result from the cuts planned, especially the
two major cuts at the Temple Fork area, which lI.T()uld be, according to the
engineer's r eport, 75 feet deep and as much as 150 feet across.
II IT'LL NEVER BE WORTH AS MUCH AS WE'VE PUT INTO IT (the project) ALREADY."
--Gary Lindley, project engineer.
SR-89, Logan Canyon
~9.~_IJ.£1_.~J:te r..n.~.:t:..t.~.~.
January 20, 1989
Meetings, discussions and field trips between representatives of the Forest
Service, Federal Highway Administration and UDOT have led to an agency
alternative proposal. Impact upon aquatic, riparian and visual resources were
considered as well as highway needs concerning safety, capacity, passing
opportunities, structure conditions and roadllJay alignment.
The following elements of the agency alternative proposal were selected, based
upon needs. Impacts were held essentially to visual resources except for the
Beaver Canyon area of Section 2. Visual, riparian and aquatic resources are
of great value. Visual resources are considered to be more readily mitigated
with proven techniques, to the extent that restoration can be achieved . The
effect and success of visual resource mitigation is relatively simple to
demonstrate, as compared to the mitigation of aquatic or riparian areas . The
erosive capability of water at high-flow volumes can quickly damage the best
of mitigative techniques in the aquatic or riparian environment . The Forest
Service anticipates that some elements of the agency alternative will alt~r
resources to the extent of non- compliance with the Wasatch- Cache Forest Plan
and will require that the plan be amended.
Elements of the agency alternative were selected from among the various
alternatives, as prepared by UDOT's consultant and suggestions recommended by
UDOT, FHWA and USFS. Each element is intended to stand on its own merits with
regard to capacity, safety, nationally recognized standards, principals of
good engineering practice, impact upon the environment, highway maintenance,
and user's of canyon resources. Use of the map supplement, alter'native "0" as
prepared by UDOT's consultant will be useful in locating the various elements
of the agency alternative in relation to canyon topography, Each element is
identified by milepost, generally to the nearest one- tenth mile. This
location identification is only intended to be a general locator and may not
specifically identify the location of any selected improvement,
Various curves throughout the project corridor are selected for flattening
(longer radius). This flattening is expressed in degree of curve according to
standard engineering practice. The degree of curvature stated for each
affected curve is only approximate, and may change slightly during the
detailed design process because of local topographic or geologic constraints,
related alignments, or other factors.
Visual, riparian and acquatics were considered to be the areas of most
significant impact in the canyon environment; and the elements of the agency
alternative were selected in an effort to minimize the impact upon these
resources. Impacts upon wetlands are created by some elements of the agency
alternative. Wetland impacts are considered to be mitigatable accor'ding to
the following schedule, if the wetland area cannot be completely avoided:
(1) Adjust highway alignment or location,
(2) Consider retaining walls in terms of economics and affects, and
(3) Consume wetland in element construction and replace in accordance
with Army Corps of Engineers' requirements.
-2--
The following elements of the agency alternative are recommended by the
three-~ember committee to the lead and cooperative agencies:
A clear zone requirement is associated with the improvement alternatives
listed below, according to the schedule: 35 mph - 18 feet; 40 mph - 18 feet;
50 mph - 22 feet. This dimension is measured from the
tr'affic lane/shoulder line to a hazard (rock, tree, slope, etc.). Any hazard
lying within this distance should either be removed or protected by barrier
(guardrail). Although many items (trees, rocks, etc.) are located near enough
to the roadway to warrant protection, only the most severe and extreme hazar'ds
will be protected. Severe hazards are defined where a serious accident could
occur if a vehicle left the roadway, i.e., the Dugway area. The clear zone
dimension also affects guardrail length and flare rate in connection with
protecting bridge parapet walls. Guardrail will be the preferred barrier type
for this project. Other acceptable barrier types may be considered if their
impact is more favorable than conventional guardrail. Guardrail placement
will be carefully evaluated in respect to hazard type, canyon environment,
design speed and other site conditions. If a specific hazard warrants
protection, roadway embankments may require extension to provide adequate
space for guardrai I plac~~ment .
Various parcels of right--of-way are required to construct the below listed
widenings, curve flattenings, realignments, intersection improvements or other
features. On National Forest lands the UDOT will obtain a Department of
Transportation easement to all parcels required to contain the roadway and cut
and fill slopes according to provisions of the Highway Act of 1958. Title to
private properties will be requested through regular right-of-way
proceedings. Parcels no longer required for right-of.!-way will not be retained
by the UDOT.
Vertical alignment throughout the project corridor is generally adequate for
the intended design speeds. All roadway sections throughout the project
corridor are intended to be reconstructed to meet the strength requirements of
a twenty-year design period. This pavement reconstruction is intended to
apply to all areas even if no widening, realignment, or curve flattening is
intended. The pavement reconstruction oper'ation is to provide adequate
strength while leaving essentially unaffected present pavement elevation.
Techniques, such as in place recycling or total pavement excavation, may be
utilized. All pipe culverts will be replaced . Drainage ar'eas will be
evaluated to determine pipe culvert diameters, Some additional culverts may
be requ ired.
All project sections will be subject to highway signing and delineation
upgrade, Feature signing for campgrounds and other points of interest may be
included, Curves will be signed as appropriate with advisot~y speeds.
Culver'ts will be marked with delineators for identification. Milepost and
destination signing will be provided. Highway delineators will be installed
in an acceptable manner in consultation with the Forest Service and the
Federal Highway Administration.
-3-
Traffic control during construction periods will be provided so that at least
one-lane of traffic for alternating one-way traffic is available at all
times. Traffic will be returned t6 the normal two- lane, two -~ay operation to
the extent possible during no construction periods. Under no conditions will
the contractor be allowed to prevent traffic flow in the canyon for extended
periods. Time of construction of selected operations will be scheduled to
allow for maximum protection of the environment, such as periods of fish
spawning or other sensitive events. However, sufficient time and opportunity
must be available to the contractor to build the improvements following good
construction practice.
Consideration will be given to constructing cut or fill slopes entirely on one
side of the present roadway. Generall~, the preferable area of distu r bance
will be the side away from the river, wetland or toward the area which can
absorb disturbance with the least impact. Cut and fill areas will be
constructed as flat as practicable in accordance with good engineering
practice. In all disturbed areas topsoil and native plantings will be
restored according to good landscaping practice.
1. Section lA: Project beginning (Milepost 383.47, Right Hand Fork) to M.P.
387.47, length 4.0 miles. This section is referred to as the "parkway".
Present design speed and posted speed will remain unchanged; roadway
width 26 feet (existing width). Maximum degree of curve - 260 . Curves
showing high-accident location will be flattened to a degree similar to
adjoining curves if it is concluded that flattening can be achieved
without severe environment al impact. Clear zone requirement - 18 feet .
No features outside existing roadway will be disturbed, except as
provided below. Sections of the roadway having design speeds lower than
the present speed limit will be appropriately signed.
a. Flattening of Curve #5 at Milepost 384 from 250 to
150 . The curve is the site of an unusually
high-accident r·ate. Flattening the curve wi 11 move the
alignment away from the river. Excavated material will
be disposed of in an acceptable manner. New cut slopes
will be contoured, topsoiled and revegetated. Accidents
at this location typically involve vehicles leaving thE!
roadway due to excessive speed for the curve . Records
show approximately equal numbers of up- canyon vehicle
accidents as down-canyon vehicle accidents. A speed
which is apparently safe for down- canyon (as well as for
up canyon) vehicles is too great, in some cases, to
safely negotiate this curve. Therefore, flattening the
curve should lead to a reduction of accidents rather than
encour'aging faster trave ling sp~~eds. An amendment to the
Forest Plan for visual resources will be required
-4-
b. China Row Picnic Area (Milepost 394.4). Accor'ding to
Forest Service recommendations, this area will not be
maintained as a picnic ground, and access fl~om the
highway will not be provided.
c. Replace Burnt Bridge (Milepost 385.5) with a new single
span structure on the same alignment. Structure width
shall be 30 feet (four feet wider than the approaching
roadway). A detour is required as the present bridge
must be entirely r'emoved before a new structure can be
constructed. A detour and temporary bridge will be
placed i~nediately downstream of the present bridge.
Vegetation removal and river bank modification are
required. The temporary bridge will be single-span,
creating minimal impact upon the river. The detour will
allow two-way traHic at a 15 mph design speed if extreme
excavation and grading are not required. otherwise, a
single lane between with adequate traffic control devices
will be provided. Following construction, all contours
and vegetation will be re-established. An amendment to
the Forest plan for visual resources will be required.
This element also impacts the riparian and acquatic
environments. Appropriate changes to the Forest plan
will be necessary.
d. A grade increase of three feet will be constructed at
Logan Cave (Milepost 386.2) for a length of 1,000 feet.
The grade elevation wi 11 allow the roadway to move toward
the mountain several feet and help to somewhat flatten
Curve 22 (260 ). The river bank will be protected with
large ripr'ap and revegetated as appropriate. An
amendment to the Forest plan for work on the river bank
will be necessary. Separate walkway and pedestrian
facilities to Logan Cave will not be a part of the
proposed alternative at the request of the Forest Service.
e. Replace Cottonwood Creek culvert (Milepost 386.4) on the
same alignment. A detour is not required as the new
culvert can be placed one-half at a time. An amendment
to the Forest Plan for visual resources will be required.
-5-
f. Raise roadway elevation in the area of Milepost 386.6 for
500 feet to a maximum amount of 18 inches. This action
is to eliminate occasional flooding of the roadway
created during freezing conditions of the river or other
high-water events. An amendment to the Fore8t Plan for
visual resources will be required.
Other features of the parkway section are as follows:
a. Parking turnouts will be placed wherever possible to
attain at least three parking stalls with adequate sight
distance and tapers. Exact locations will be determined
during final design and in conjunction with Fore8t
Service recommendations.
b . Habitat of endangered or protected species in this
section wil l not be affected by this proposal ..
c. Placement of concrete curb and gutter, or gutter only,
along one or both sides of the roadway in portions of the
entire length of the parkway section. Curb and gutter
placement will be a subject of final design and the
location will be evaluated and carefully considered with
respect to impacts on the following highway factors:
1. Roadside drainage channels.
2. Maintenance operations, including snowplowing, removal of
talus (waste) material, and other activities (sweeping,
painting, etc.)
3. Protection of roadside hazards.
4. Access requirements.
d. Certain effects may occur if curb and gutter is c6nstructed as
li sted be low: .
1 . Delineation of roadside edge, and vegetation could grow
to the curb.
2 . Control of access. Vehicles could only park off the
roadway in des ignated areas and access campgrounds in
selected locations.
-6-·
3. Wider Roadway. Approximately 1 to 2 feet could be gained
by placing the curb and gutter in the present gravel
shoulder. This is necessary to provide an equivalent
lane width due to the proximity of the curb and gutter.
Some minor fill may be required to create grade to
maintain a constant roadway width.
4. Roadway drainage. Discharge from curb and gutter catch
basins into wetland areas will be preferred over direct
discharge into the river. Good outfall design will be
required.
2. Section 18: Construction of a 34-foot roadway section
(except as modified by a passing lane) from Milepost
387.47
to end of Middle Canyon Section, Milepost 391.6. Length
- 4.13 miles. Design speed 35 mph, maximum degree of
curve - 150 30'. Clear zone requirement - 18 feet.
Milepost 387.47 marks the beginning of a transition from
the 26-foot of Section iA width to a 40-foot roadway of
section 2. For down canyon traffic section 18 will
prepare drivers after leaving the 50 mph design speed of
section 2 for the 35 mph Parkway section (section 1A).
Traffic moving in both directions will travel a variable
width roadway through the heavily vegetated and very
scenic area of section iA to the less vegetated terrain
of section 2 or visa versa. Section 18 limits were
defined as an area which could absorb more impact of
roadway widening with less negative affect than section
1A. However, a 40-foot section with 50 mph design speed
would cause impacts greater than could be tolerated in
this section. An amendment to the Forest plan will be
required on all widened areas on National Forest Lands
with respect to visual and wetland resources.
Features of this section include the following:
a. Flatten Curve #33 (Milepost 387.7) to 80 by removing
rock material and creating a new cut. The existing
roadway cut can be partially backfilled and
revegetated when the new alignment is put in
service. This curve together with site (b) below are
high-accident locations . An amendment to the Forest
plan for visual resources will be required.
-7-
b. Replace Lower Twin Bridge (Milepost 387.76) on new
alignment immediately upstream of the present bridge
clearspanning the river. The present bridge will
remain in service until the new structure is
completed. The new structure will be 47 feet wide to
provide for a passing lane as described below. The
present structure will be removed when the new
structure is placed in service. An amendment to the
Forest plan will be required in respect to visual,
aquatic and riparian resources.
c. Construct a passing lane from Milepost 387.5 to
Milepost 388.4, including transitions to and from the
new 34 foot roadway width. This section is through
the "Dugway" section. Roadway width will consist of
three 12-foot lanes, one 5-foot downhill shoulder and
one 2-foot uphill shoulder for a total width of 43
feet of paved width. ~etaining walls are required.
Walls will be aesthetically compatible with the canyon
topography and of a variable height. Wall locations
may be entirely uphill or entirely downhill of the
present roadway, or a combination of both, as deemed
appropriate, from an engineering and geotechnical
analysis. Impact upon the acquatic or riparian
environment will not be permitted. An amendment to
the Forest plan for visual resources will be required.
d. Flatten Curve #35 (Milepost 388.11) from 160 to
15°-30' for a 35 mph design speed, which requires a
very minor realignment.
e. Flatten Curve #37 (Milepost 388.5) from 190 to
15°-30' by creating a new excavation into the
mountain. Design, construction and mitigation will be
similar to Curve #33. An amendment to the Forest plan
for visual resource~ will be required.
f. Replace Upper Twin Bridge (Milepost 388.76) on new
alignment immediately downstream of, and 10 feet higher
than, the existing bridge. This site is a
high-accident location. The present bridge and roadway
will serve as a one-lane detour during construction.
Embankment mat~rial used to obtain an elevation
increase and abutment footing will be placed onto the
down canyon lane and retained from spilling onto the
up--canyon lane by a concrete barrier 30" high. Thi s
concept provides the following:
-8-
1. Minimum shift of roadway alignment.
2. Attainment of higher structure elevation,
improving wintertime maintenance.
3. Accommodation of traffic through the work zone.
4. No realignment or filling into the river channel.
When the new alignment is completed, the
remaining unused roadway will be backfilled,
regraded, and revegetated to an original
condition. Most, if not all, of the present
structure will be removed, dependant on any
portions being required to support new
embankment materials.
Some tree removal downstream of the present
structure will be required. Tree removal will
be held to a minimum and a retaining wall will
be constructed if substantial tree savings can
be realized. An amendment to the Forest plan
will be required with respect to the visual,
aquatic and riparian environment.
g. Flatten Curves #39 and #40 (Milepost 388.8) to 150 .
Curve #39 may be flattened to less than 150 ,
depending on how the realignment of Upper Twin Bridge
is designed. An amendment to the Forest plan for
visual resources will be required.
h. Temple Fork Intersection (Milepost 389.2). Improve
Temple Fork Road intersection by n~grading access road
to a maximum grade of 2%. This intersection will be
modified to provide maximum safety of access.
i. Temple Fork Parking Area (Milepost 389.3). Construct a
parking area at Temple Fork between the roadway as
realigned in (j) below and the Logan River. The
parking area wi 11 be made as large as possible in
accordance with Forest Service recommendations and
safety of access, without encroaching upon the roadway
or the river. An amendment to the Forest plan for
visual resources will be required.
j. Flatten Curve #43 (Milepost 389.4) from 200 to
150 . This realignment will move into the area of
shade near Milepost 389.3 (down canyon side of
highway). The widening or realignment will not affect,
or move closer to, the river. An amendment to the
Forest plan for visual resources will be required.
-9-
k. Rick Springs Area (Milepost 389.8) - Roadway width of
34 feet will be constructed and the Ricks Springs
structure replaced. An al igrllnent shi f't toward, but not
impacting the river or riparian area is recommended.
Parking areas will be provided. Material will be
removed and/or retaining walls constr~cted in
accordance with good design practice to provide a
maximum parking area. All improvements will be
consistent with USFS reco~nendations. This area is
recorded as a high-accident location. . An amendment to
the Forest plan for visual resources will be required.
1. Flatten Curve #45 (Milepost 390.1) from 160 to
150 • Maintain existing passing lane from Milepost
390.1 to 390.7 except for the addition of paved
shoulders. An amendment to the Forest plan for visual
resources will be required.
m. Raise roadway elevation in the area of Milepost 390.2
and Milepost 391.1 to a maximum of 18 inches to
eliminate occasional flooding of the
roadway created during freezing conditions of the river
or other high-water events . An amendment to the Forest
plan for visual resources will be required.
n. The remaining distance to the end of Section One
(to Milepost 391.6, or 1.5 miles) will continue to be
upgraded to the 34-foot r'oadway width and 35 mph design
speed on the present roadway alignment. Areas of soil
excavation and backfill are required, and will be
mitigated as described in l.a above. An amendment to
the Forest plan will be required with respect to
visual, and wetland environments .
3. Section 2: Construction of a 4o-foot paved roadway width,
except as modified by passing lanes, and 50 mph design speed
from the beginning of Section 2 (Milepost 391.6) to the Bear
Lake SUl1lmit (Milepost 404 . .,5). 13.15 miles. Maximum degree of
curve is 60 45'. Clear zone requirement - 22 feet.
Milepost 391.9 to 392.0 is a high accident area. In locations
where the stream channels are placed in a curvert or otherwise
affected, fish passage through the affected segment will be a
design consideration . An amendment to the Forest plan will be
required on widened areas on National Forest Lands with
respect to visual and wetland environments.
-10-
a. Construct passing lane from Milepost 391 .6 to Milepost
393.3, including pavement width tapers, length 1.7
miles. Pavement width will be as in (g) below. An
amendment to the Forest plan will be required with
respect to visual and wetland environments.
b. Construct fencin9 in open range area from the cattle
guard near Milepost 391.6 to the Franklin Basin area
near Milepost 397.2 along both sides of the roadway.
Fence type will be of a double-steel post and barb wire
of a design which can be laid down during non-~razing
seasons. The fence is laid down by the cattlemen's
association to prevent damage due to snow. The fence
may be located a distance from the highway to avoid
visual detection.
c. Tony Grove intersection (Milepost 393.7 - Provide left
turn deceleration and storage lane for up-canyon turns
into Tony Grove area. An amendment to the Forest plan
for visual resources will be required.
d. Replace Tony Grove Creek culvert (Milepost 393.8) on
original alignment. This is a high- accident location.
New crossing will be 4 feet wider than the approach
roadway or 44 feet. Appropriate guar'drai I prot~~ction
will be provided. An amendment to the Forest Plan will
be required with respect to visual, aquatic and
riparian environments.
e. Bunch Grass Creek Culvert (milepost 394.2). Check
culvert for hydl~aulic capacity and structural
condition. Provide a culvert which will meet the
requirement for fish passage. An amendment to the
Forest plan will be required with respect to the
visual, aquatic and " riparian environment.
f. Replace Red Banks Bridge (Milepost 394.5) on original
alignment. Structure width will be 44 feet unless
tapers for campground widening run onto bridge.
creating need for additional width . Guardrail with
appropriate flare rate is required. A detour for
traffic and a temporary bridge are necessary. The
detour (for tl..,o-way traffic) will be located just
downstream of the present crossing. After the new
structure is completed the temporary bridge and detour
will be removed and the detour alignment restored to
original conditions. An amendment to the Forest plan
will be required with respect to the visual, aquatic
and riparian environment.
-11-
g. Red Banks Campground (Milepost 394.6). Improve
campground intersection as in (c) above. An amendment
to the Forest plan for visual resource s will be
required.
h. Begin climbing lane at Milepost 394.9. End climbing
lane at Milepost 396.5, 1.6 miles. Roadway width wi ll
consist of three 12-foot traffic lanes, one 8-foot
shoulder (downhill lane) and one 3-foot shoulder
(up-canyon direction) Total width is 47 feet.
Milepost 394.91 to 395.00 is a high- accident location.
An amendment to the Forest plan for visual resources
will be required on National Forest land.
i. Replace Beaver Creek Structure at Franklin Basin Road
(Milepost 396.9) on original alignment. Pavement width
transitions will affect total structure width,
requiring a minimum width of 58 feet. Guardrail with
appropriate flare rate is required.
j. Franklin Basin Intersection (Milepost 397.0). Improve
this intersection as in (c) . above . This is a
high- accident location . The area from Milepost 397.0
to 399.0 is referred to as Beaver Canyon.
k. Replace Beaver Creek Structure (Milepost 397.5)
Replace on same alignment . New structure width is 44
feet. Guardrail with appropriate flare rate is
required.
1. Rechannel Beaver Creek (Milepost 398.1). Relocate 300
feet of creek to up-canyon (easterly) side of highway
in original channel as present channel is required for
roadway widening. New locations will lengthen the
channel and reduce gradient . . Two crossings of the
highway will be required. Concrete box culverts or
other suitable culvert type will be used. An amendment
to the Forest plan will be required on National Forest
land with respect to the visual, aquatic and riparian
environment.
m. Rechannel Beaver Creek (Milepost 398.3). Relocate 700
feet of creek to up- canyon (easterly) side of highway
in original channel. Conditions are the same as (1)
above. An amendment to Forest plan will be required
with respect to the visual, aquatic and riparian
environment.
...
-12-
n. Rechannel Beaver Creek (Milepost 398.6). Roadway
widening will be placed on the up-·canyon (easterly)
side of the present roadway to the extent limited by
the nearby canyon topography. If sufficient widening
cannot be obtained, a portion of Beaver Creek will be
placed in a culvert and/or relocated to the west to
obtain roadway width. A design consideration will be
for fish passage through the culvert. A maximum length
of 400 feet of channel could be affected. An amendment
to the Forest plan will be required with respect to the
visual, aquatic and riparian environment.
o. Rechannel Beaver Creek (Milepost 39B.9). Relocate 500
feet of creek to up-canyon (easterly) side of highway.
Conditions are the same as in (1) above. An amendment
to the Forest plan will be required with respect to the
visual, aquatic and riparian environment.
p. Replace Amazon Hollow, Stump Hollow and surrounding
area drainage box culvert (Milepost 399.6). Widen box
culvert to accommodate wider roadway and pavement
transitions for the Beaver Mountain road intersection.
An additional width of 20 feet from the shoulder lane
to the headwall on each side is required to avoid
guardrail protection. Generally a better approach is
to eliminate a hazard rather than provide protection.
An amendment to the Forest plan will be required with
respect to the visual and wetland environment.
q. Realign and channelize SR- 243 (Beaver Mountain ' Road)
intersection (Milepost 399.75). This is a
high-accident location. Realign 150 feet of SR-243 to
create a conventional right-angled intersection.
Provide left lane deceler'ation and storage lane with
appropriate tapers. Total length of SR-89 affected is
1500 feet. An amendment to the Forest plan for visual
resources will be required.
r. Begin climbing lane at Milepost 400. An amendment to
the Forest plan for visual resources will be required
on National Forest lands.
s. Realign through Curve #69 and #70 (Milepost 400 to
400.5). Realign 2700 feet of roadway a maximulll of 1.50
feet from the present alignment to attain 50 mph design
speed curves. The portion of the present roadway
removed from service will be obliterated, topsoiled and
reseeded with natural vegetation. An amendment to the
Forest Plan for visual resources will be required on
National Forest lands .
-13-
t. Flatten Curve #71 from 80 to 60 30' (Milepost
400.6) to attain design speed. Highway widening f~om
Milepost 400 to 402 will be obtained by removing rock
material on the up-canyon (noy·therly) side of the
present roadway.
u. Flatten Curve #76 (Milepost 402.2) from 100 to 60
30' to attain design speed. An elevation decrease of
at least 4 feet is required to achieve sight distance.
The present 1,500 feet vertical curve will be increased
to 2,600 feet. An amendment to the Forest plan for
visual resources will be required.
v. Highway widening from Milepost 402.5 to Milepost 404.7
will be obtained by filling the down canyon (westerly)
side of the present roadway. An amendment to the
Forest plan for visual resources will be required.
w. Flatten Curve #80 (Milepost 404) from 100 to 60 30'
to attain design speed. An amendment to the Forest
plan for visual resour~es will be required .
x. End uphill passing lane from Garden City at Milepost
404.6. End uphill passing lane from Beaver Mountain at
Milepost 404.9. Between Milepost 404.6 and 404.9 the
maximum roadway width will cDnsist of two 12-foot
traffic lanes, two 12-foot climbing lanes, and two
3-foot shoulders; total pavement width of 54 feet.
Width transitions are included . An amendment to the
Forest plan for visual resources will be required.
4. Section 3A: Bear Lake Summit to Bridgerland Subdivision
intersection (Milepost 404.75 to 409.4) 4.6 miles. Design
speed 40 mph, maximum degree of curve 110 15', nominal
roadway width 40 feet, two 12-foot traffic lanes, two
8-foot shoulders. Roadway width with passing lane - 47
feet (three 12-foot traffic lanes, one 8-foot shoulder and
one 3-foot shoulder). This section will have a continuous
uphill passing lane. Clear zone requirement - 18 feet
measured from the traffic line/shoulder line to nearest
roadside hazard. Elements of Section 3 are as follows:
An amendment to the Forest plan for visual resources will
be required on widened areas on National Forest lands.
a. Limber Pine Trail Head (Milepost 404.8). Provide
single access into parking area. No other specific
roadway improvements. Internal modifications will be
constructed as recommended by the Forest Service. An
amendment to the Forest plan for visual resources will
be requ ired.
-14--
b. Flatten Curve #85 (Milepost 405.1) from 23 0 to
110. This action will move the centerline 80 feet
and require a new fill secti6n. The existing roadway
alignment will be removed and original contour
elevations and vegetation restored. Tree and brush
removal will be held to a minimum amount, and fill
slopes constructed to a slope rate acceptable for
revegetation . Retaining walls will be considered in
view of economics and tree savings. An amendment to
the Forest plan for visual resources will be required .
c. Curve #86 (Milepost 405 . 2). Retain present alignment.
Roadway widening will be constructed on the downhill
slope. Tree removal is required. Retaining walls will
be considered as in (b) above. An amendment to the
Forest plan for visual resources will be required.
d. Sunrise Campground (Milepost 405.5). Provide single
access into campground without specific roadway
modifications. A left-turn lane from Garden City is
not proposed and would require more roadwa.y width in
addition to the passing lane of 4 above and be of
questionable value. An amendment to the Forest plan
for visual resources will be required.
e. Bear Lake View area (Milepost 405.5). Provide single
access to view area in Curve #88, located to obtain the
best sight distance possible. No specific roadway
modifications for the access will be provided. Regrade
(raise elevation), enlarge and relandscape view area
according to Forest Service recommendations . An
amendment to the Forest plan for visual resources will
be required.
f . Flatten Curve #88 (Milepost 405.7) from 180 to 110
to attain design speed. A centerline shift of about
200 feet with accompanying earthwork (excavation)
required. The present alignment will be removed and
regraded to provide improved access for (e) above. An
amendment to the Forest plan for visual resources will
be required.
g. Flatten Curve #89 (Milepost 405.9) from 200 to 110
to attain design speed. A centerline shift of about 50
feet is required with accompanying earthwork (fill)
required. The present alignment will be removed and
original contours and vegetation restored upon
completion. An amendment to the Forest plan for visual
resources will be required.
-15-
h. Flatten Curve #92 (Milepost 406.2) from 200 to 110
to attain design speed . A .centerline alignment shift
of about 70 feet with accompanying earthwork (fill) is
required. The present alignment will be removed and
original contours and vegetation restored upon
completion. An amendment to the Forest plan for visual
resources will be required.
i. Flatten Curve #94 (Milepost 406.9) from 160 to 11 0
to attain design speed. A centerline alignment shift
of about 340 feet with accompanying earthwork (some cut
and fill) is required. The present alignment will be
removed and original contours and vegetation restored
upon completion. An amendment to the Forest plan for
visual resources will be required.
j. Flatten Curve #95 (Milepost 407.2) from 20° to 110
to attain design speed. A centerline alignment shift
of about 60 feet with accompanying earthwork (fill) is
required. The present alignment will be removed and
original contours and vegetation restored upon
completion . An amendment to the Forest plan for visual
resources will be required.
k. Stabilize landslide area (Milepost 407.5) . An existing
unstable landmass will be stabilized by application of
appropriate geotechnical techniques. An amendment to
the Forest plan for visual resources will be required
on National Forest land .
1. Flatten Curve #98 (Milepost 407 . 9) from 270 17' to
110 to attain design speed. This area is a
high- accident location . A centerline alignment shift
of about 670 feet with accompanying earthwork
(excavation) is required. Roadway gradient steepens to
about 10% in this area as a result of the curve
realignment. The present alignment will be removed and
original contours and vegetation restored upon
completion .
m. Highway widening from Milepost 408 to Milepost 408.7
will be obtained by excavating into the downhill
(westerly) s ide of the pY'esent roadway . Guardrai 1
protection on the uphill direction will be considered.
n. Flatten Curve #101 (Milepost 408.3) from 23 0 to 110
to attain design speed. A centerline alignment shift
of about 30 feet with accompanying earthwork (fill) is
required. Portions of the present alignment will be
removed and original conto~rs and vegetation restored
upon completion.
-16-
o . Flatten Curve #102 (Milepost 408.5) from 140 to 110
to attain design speed. A centerline alignment shift
of about 20 feet with accompanying earthwork
(excavation) is required.
p. Close access to Bridgerland Subdivision (Milepost
408.6) All subdivision access shall be provided as
described in (r) below.
q . Flatten Curve #103, 104 and 105 (Milepost 408.8) to a
single 110 foot curve or flatter, depending on the
alignment shift of (r) below . Earthwork quantities
appear to be minimal.
r. Relocate alignment from C~rve #105 to Curve #109
(Milepost 409.4). Also , construct an intersection for
the Bridgerline Subdivision with additional pavement
widening for protected left and right- turn movements ..
This is a high-accident location. The present
alignment will be removed and restored to original
contour and vegetation.
5. Section 38: Bridgerland Subdivision to Garden City (Milepost
409.4 to 411.75) . Increase design speed to 50 mph, maximum
degree of curve 60 45', roadway width - 40' (47 feet in
passing lane areas.) Clear zone - 22 feet. This alignment
will follow an alignment similar to 63 as prepared by the
consultant. Roadway widening in this section will consist of
approximately equal amounts of cut and fill areas. Guardrail
protection will be considered on the downhill side of the
roadway.
a. Flatten Curve #109 from 80 to 60 (Milepost 409 . 7)
to attain design speed . Some excavation will be
required.
b. Flatten Curve #110 (Milepost 409.8) from 100 to 60
to attain design speed. Some fill will be required .
c. Flatten Curve #111 (Milepost 410.0) from 120 to 60
to attain design speed. Excavation is required.
d. Flatten Curve #112 (Milepost 410.1) from 120 to 60
to attain design speed. Embankment will be required .
e. Relocate access at Milepost 410.6 by closing present
access and providing a new access from another public
street, if possible. If the access cannot be closed,
then relocate to an improved location, providing the
•
0169W
-17-
best design possible. A combination with the access at
Milepost 410.7 may be practicable. The access at
Milepost 410.7 will be considered according to the same
criteria as the access at Milepost 410.6.
f. Begin uphill climbing line at Milepost 410.6.
g. Flatten Curve #116 (Milepost 411.2) from aO to 60
to attain design speed.
h. Redesign access at Milepost 411.2 to attain the best
design possible.
i . Redesign end of project intersection with SR-30 at
Milepost 411.75. Left and right-turn lanes will be
provided.
ADDITIONS 'ID CONSERVATIONISTS' ALTERNATIVE FUR U. S. 89, FEBRUARY, 1989
The Conservationists' Alternative of August, 1987 was designed to be
in agreerrent with the folla.ving staterrent rmde in the Forest Plan for the
Wasatch-cache National Forest: "The road will not be raised to a higher
standard than exis ting . " This has always been the Conservationis ts' position,
and will rermin so.
The Conservationists' Alternative was designed to solve specific problems
wi th minimal environrrental irrpact. The Agency Al ternati ve set forth in
LTanuary, 1989, except where it appears to spare 4 miles of the Middle Canyon,
represents nothing nore than adherence to arbitrary standards, without regard
for consequences, whether they be environmental (the proposed channelization
of Beaver Creek, for exarrple) or related to safety (the proposed 10% grade
in the Rich County section, for exanple). The Agency Alternative atterrpts to
raise a facade of improved safety while in reality pronoting high speed travel.
The Conservationists' Alternative has enphasized that the entire route be-tween
Garden City and Logan should be considered as a unit; thus it stresses the
safety value of keeping highway speeds as consistent as possible. The Agency
Alternative says to drivers, in effect, "Speed up." But the consequences of
high-speed traffic entering the Middle Canyon are i gnored.
In keeping with the overall philosophy of the 1987 Conservationists'
Alternative, we propose the following changes for evaluation:
1. Logan Cave: raise roadbed and nove road away from the river,
as per Agency Alternative
2. Mileposts 386.6, 390.2, 391.1: raise roadbed as described in
Agency Alternative. [Contingent on availability
of fill.]
Adell tions to Conservationists'
Alternative for U.S. 89 -- p. 2
These changes are proposed for evaluation in the DEIS; this evaluation
will determine whether they will be included in the final al ternati ve we
present to the public.
The follOtJing corrections need to be entered in our 1987 draft: When
treating areas in the Upper Canyon (turning lanes, for exarrple), the reference
should be to "B2" rather than "Bl." When treating areas on the Rich County
side, the reference should be "B3" rather than nOBl."
RICH COUNTY SECTION:
The Conservationists' Alternative for the Rich County portion of the route
is as follOtJs:
Maintain the present alignrrent.
Irrprove signing at the Bear Lake Overlook and at milepost 407.9.
The rationale for the Conservationists' Alternative in this portion of the
route is as follc:ws: safety, aesthetics, and erosion control. The Agency
Alternative proposes a high-speed design, thus creating an impetus for unsafe,
high speeds over the rerrainder of the route. The Agency Alternative proposes
radical grades, as high as 10%, which constitute an obvious safety hazard.
The Agency Alternative would leave a rrass of scars over the hillside involved,
and would create numerous highly erosive cuts. The Conservationists' Alterna­ti
ve contains none of t.l1ese flaws and works toward inproved safety by inproved
signing at areas of potential danger.
February 14, 1989
Jack, Steve, Bruce:
I propose that we add something like the enclosed to our Environrrentalists'
Alternative on US 89. v-7hat do you think?
\
[DRAFT]
Environrrentalists' Alternative for u.s. 89, Logan canyon: Rich County section
-----------------------------------------------------------------------------------
vve propose that the alignrrent of U. S. 89 between Garden City and the
surrmit of Logan Canyon be kept exactly as it is, and that signing be im­proved
for the scenic turnout near Sunrise campground and the turnout at
Milepost 407.9. Improved signing at 407.9 will make the area safer; re­locating
the highway 670 feet away on a 10% grade, as the "Agency Alterna­ti
ve" proposes, would increase the danger in this area very considerably.
Keeping the same alignrrent for the Rich County section, and improving
the signing at points where traffic enters the highway (such as noted above),
will help keep speeds rrore uniform throughout the Garden City-to-Logan route,
thus improving the safety of the road. Altering the alignrrent on the Rich
county section will increase the speed there, thus decreasing the safety, and
will have the added negative effect of creating an inconsistency in speed over
the whole route. 1iIe consider a high speed highway on the Rich County section
to be an unfortunate impetus for higher speeds in the rest of the route. The
proposed steepness of the "Agency Alternative" is also a safety hazard, part­icularly
in winter.
Keeping the same alignrrent for the Rich County section would help hold
the line on the aesthetic damage on the east side of the rrountain, and v;ould
naintain erosion rates at their present level. The "Agency Alternative" v;ould
leave a nass of scars over the hillside and would create highly erosive cuts.
--- -- - - - - - - -
To~
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--
Conservationists' Alternative for the Logan Canyon Road
between Right Fork and Garden City
(submitted to UDOT February, 1989)
This alternative is designed to solve specific problems with
minimal environmental impact. This is in contrast to the Agency
Alternative, where the main goal is to increase the highway
design speed on all except the 4 miles between Right Fork and
Lower Twin Bridge. To make a point-by-point comparison of this
alternative with the Agency Alternative, you may obtain a copy of
the Agency Alternative from:
LynY"1 Zoll i n~1et~
Utah Department of Transportation
PO Box i.:::7L~7
Ogden, Utah 84404
399-5'3i:::1
Add additicn'"lal war~Y"liY"l g sigY"1 such as "Nar~r~ow WiY"ldiY"lg Road Next 7
Miles". Tht~oughout the eY"ltit~e t~oute ptlt up specific cI.wve
signs with advisory speeds where needed.
jC:ldd s i ~V'IS fol'~ S i del'~oads such c.'.\s "R i ~~ht Fot~k 1 / L~ mil e".
signs will be needed at Wood Camp, Temple Fork, etc.
Cr,~
-±-lCIst .::ill a 100' paved tapel'~ fc,l'~ u p-caY"IYOl'"1 tl'~affic wishiY"lg
i l"lt 0 Right FCIl'~k.
Plow parking area in the winter.
Pave pt~eseY"d;
si gY"ls.
downcanyon from bridge,
Simi lal'~
Replace Burnt Bridge on present alignment
spal"l bl'~ i d ge.
wi th 28' wide c 1 ei:\'r~-
I~a i se t~oad bed
from the road and
river. Contingent
3' for 1000'; this removes an erratic bend
allows the road to be moved away from the
on availability of fill.
Prohibit parking on curve.
CONSERVATIONISTS' ALTERNATIVE 1
For cave access, pave two parking areas immediately downcanyon
from Cottonwood Creek: one 150' x 20' on the river side,
arlothEn~ 100' x 35' (taper~irlg to 20') at the locatiorl of old
Cottonwood Creek road. Plow in winter. A / /1-',,( f ' j "5.
Fot~est Serv i ce
(erd:;r~ arlce.
vetl uY·lteer~ groups cons truct t o cave
Replace structure on pres ent alignment with 28' wide structure.
Raise roadbed approx. 18" for 500' to avoid flooding (contingent
on availability of fill).
Replace bridge with wide bridge immediately
upstream from present bridge. This involves a new cut at the
downcanyon edge of the bridge. Rubble could be used to
provide a slow-vehicle turnout downcanyon of the bridge.
Provide recreational parking at upcanyon edge of the bridge.
Notj£= Her~e the A~]erlcy Altet~rlative pr~ oposes a 3 larle br~ idge, a
climbing lane nearly a mile long, and the beginning of the
wider, straighter, higher design speed highway.
Replace \.'Ji th wide clear- span bridge immed i ately
downstream of present bridge.
Sigrl "NO PASSING".
Replace structure on present alignment with 28' wide structure.
Raise r~oadbed appr~ox. 18"
availability of fill.
to avoid
CONSERVAT I ONISTS' ALTERNATIVE 2
floodirlg.
mp 3'32
Pave multipurpose turnout on side opposite river, plow in winter.
~9te: Hel"~e the A~~eYlcy Alte?t~native iYlcr~eases the l"~oad width even
more, increases the design speed, and begins to add frequent
pass i Ylg 1 aYles.
Add turning lanes.
Replace structure on present alignment with 28' wide structure.
Replace structure on present alignment with 28' wide structure.
Pave multipurpose turnout on river side of road; plow in winter.
Replace bl"~idge
bl"~idge.
pt~eseYlt i.~ 1 i gnmeyd; with 28' wide clear-span
Construct climbing lane from milepost 3'35 to cattleguard.
Replace bridge on
bl°~ i d geM
pr-oesent aliqnment with wide clear~-span
Replace structure on present alignment with 28' wide structure.
Replace structure on present alignment with 28' wide structure.
~§?a y..§?l"~ Mc~!::.!ni a i 1"1 I Ylt er~sec"!! i 01"1 (fI1 P 3'3'3. 75)
Add turning lanes.
CONSERVATIONISTS' ALTERNATIVE 3
Construct climbing lane from milepost 401.5 (above Amazon Hollow
fill) to mp 402.1.
Construct climbing lane from 404.1 to short of Sinks Road.
Ret air, pl"~ese'(",t
t '-n~r,e:.ut s.
t '-n~ r, o ut s
p ... ~oblems.
alignment; add improved signing
Place climbing lane sections
only where cutti n g would not
fe:'l"~ c'-n~ve!:-3 a ·.. .. d
Ol"~ slol-'J-vehicle
cause el"~osie:.r,
Not~.: Hel"~e the Ager,cy Altel"~r,ative emphasized speed by l'~ealignir,g
curves and steepening the gradient to up to 10~. They also
plan a conti nuous climbing lane. Initially we took no
position on modifications to this section because much of it
is not on National Forest land. However, the potential for
massive erosion problems from the miles of excavation
proposed in the Agency Alternative forced us to take this
new pe:.!:; it ion.
50 fl, 'J
CONSERVATIONISTS' ALTERNATIVE 4
If
Conservationists' Spot Improvement Alternative for Sections 1 and 2,
Logan Canyon
August, 1987
we consider the most important issues involved here to be safety,
scenic values, and ecological integrity. Our alternative is based on
the premise that rrodifications which alone or in the aggregate VX)uld
appreciably increase traffic speed in the Middle Canyon must be avoided.
we relieve that increased speed in this section would be likely to lead
to more (and more serious) accidents. The construction involved in
increasing the traffic speed would seriously disrupt the scenic values
for which this canyon is nationally k.n